Hull construction for floating structures



Nov. 1 1927,

R. E..E1 Lls HULL CONSTRUCTION FOR FLOATING STRUCTURES Filed Jan. 8. 1926 4 Sheets-Sheet 1 NVA Nov. 1, 1927.v

1,647,515 R. E. ELLIS v HULL CONSTRUCTION FORl FLOATING sTRUcTURs Filed Jams. 192e 4 Sheets-sheet 2 E@ J ll Z Nov. 1, 1927. 1,647,515

R. E.I:I Lls HULL CONSTRUCTION FOR FLOATING STRUCTURES @www @www Patented Nov. 1, 1927.

UNITED STATES ROBERT ELWOOD ELLIS, -OF SEATTLE, WASHINGTN.

HULL consu.'mzrc'rIoN ron. nomme srnuc'run'ns. l

Application med January s, 1926. serial No. 80,019.

Y My invention relates to,l a hull construc tion for floating structures, more particularl to hull construction of channel shapes. hfy invention will be set forth as embodied in a scow or barge. However, its scope is not to be limited to any such specific appllcation but is coextensive withpall floating structures, such as ships, drydocks, etc., em bodying like conditions orproblems in whole or in part.

The particular type of a ship known as a scow 1s peculiarly subject to great strains due to its extreme shallowness in comparison to its breadth and length, and also due tov the lack of uniformity in disposition of the load. In loading a ship, great care is taken to load the same uniformly, so that the y weight is balanced and the vessel is kept in trim, thereby placing no undue strains uponthe hull. The exact opposite condition obtains for a scow. A scow mayl be placed under a chute for loading, and one side or end may be heavily loaded, with the result that the vessel may be disposed at a big angle to the surface of the water, or she may trim by bow or stern,-al1,of which produces abnormal strains on the structure. A further complicating factor is that the structure must sustain the towing strains while supporting the load,-a condition which, of course, is not ordinary in the case of a ship.

Furthermore, a scow is subject to particularly severe shocks rising when the tugs which tow or push the scow from'ZV one'A place to another strike or ram into the scow hull .draft and economical in construction, as well to shove it sidewise. or endwise. In all these ways, as well as others, a scow hull is subject to especially rough usage.

Ordinarily a scow must be of shallow as of great strength. According to resent practice and design, scows are generail con structed of wood. Serious objection o tains to wooden construction in that the same gradually becomes watersoaked, so that it 1s customary` to allow a high percentage or reduction in their carrying capacity depending upon the age of. the structure. This musty be considered when the scow is disatched to receive a load and constitutes a arge element in calculatin its depreciation and loss in eiiciency. Whia a scow made of metal, such as iron or steel, overcomes this objection, nevertheless, the great cost of steel construction heretoforehas proven such a handicap that the more general construction for scows has been wooden. Therefore, a primaryobject of my invention is to provide a metal hull construction which will overcome this objection, and be light s o as to be of shallow draft and yet of such strength as to meet thesevere requirements imposed v bythe conditions of scow operation. v

The particular metal construction unit known as a channel shape is desirable for some reasons, particularlysince they mayibe secured together along their flanges w ch l may be disposed inwardlyof Vthe hull and the riveting which may be employed in holding the same together may thus be kept from being exposed to the water for the most part. Said flanges also constitute stiil'ening ribs which pernnt of providing the necessary strength and at the same time eliminate inuch, both by weight as well as by number, of the frame members, so that lightness of construction is obtained which ordinarily should characterize a scow so that it mayr operate in shallow water and carry its maX- imum load. Channel shapes are a markety article whichmay be employed throughout an entire hull of one width, so that the great cost of handling and assorting and scarng incident to such a great extent in lat plate construction, is' avoided; or, at least, the sizes of the channel shapes may be so limited'in number for a given hull that little or no difficulty or ,objection arises by reason of handling and assorting. .Scarfing is eliminated altogether.

However, serious obj tol the employment of said channel shapes dueto their varying width, and so serious has this objection been that the adoption of channel shapes as a construction unit has f been postponed so far as their use is concerned in hullconstruction. The obvious manner of overcoming this objection, name-r ly, by using liners', so greatly increases the cost that little advantage would remain in ection has Ohta-.ined l adopting such units of construction. vThe variation in width of the channel shapes arises by reason of the fact..that the temperature of the rollers at the rolling mill vary. A primary object of my invention -is to overcome'this objection 'occasioned by the variation in widths of the channel shapes and eliminate the use of liners. v i

Moreover, it is customary to sta ger' all joints in hull construction to vprovi emaXimum strength and a primary ob'ectof my vide for as great a number of staggered joints as a given hull may requireto meet the specified strength. u

Again it is my purpose to provide connector means'for the units composing a hull embodying my invention, which will also be the housing for the fenders of the hull and at the same time provide for an especially strong mounting of said fenders, due to the grouping of the flanges.

Finally, a primary object of my invention is to provide a hull constructed of channel shapes which overcomes difficulties in repairing which otherwise are serious, owing to the variation in width of the channel shapes, and it is also my purpose to provide a hull structure formed of channels which does not require the lines of the hull, transversely considered, to be rectilinear.

The above mentioned general objects of my invention, together with others inherent in the same, are attained by the device illustrated in the following drawings, the

same being merely preferred exemplary forms of embodiment of my invention, throughout which drawings like reference numerals indicate like parts:

Fig. 1 is a view in cross section from amidship to the side of a hull structure embodying my invention;

Fig. 2 is a' view in cross section of a modified form of a hull side embodying my invention;

Fig. 3 is a view in cross section of another modied form of said hull side;

Fig. 4 is a plan View of panels bearing on a line type of base;

Fig. 5 is a plan view of panels bearing on a base formed of two channels ,of selected width;

Fig. 6 is a diagrammatical view of onehalf of a hull structure wherein the lines of a hull transversely considered are not rectilinear; that is, of a shaped hull;

Fig. 7 is a view in elevation of a hull structure embodying my invention;

Fig. 8 is a plan view of'said hull structure with a portion broken away to show a plan view of the bottom panels;

Fig. 9 is a view in longitudinal section of said hull structure;

Fig. 10 is a longitudinal view in modified form of hull structure embodying my invention having longitudinally directed frameV members or trusses;

Fig. 11 is a plan view of the arrangement of the channel shapes lin the sides; Fig. 12 is a cross sectional view of a modilid form of connector plate; and

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Fig. 13 is a view in cross section on dotted line 13, 13 of Fig. 8. v y

Three Achannel shapes 13, 14, 15 are disposed in a panel A (see Figs. 1 and 4) and similarly channel shapes 16, 17, 18 are arranged to form panel B, said panels being jointed on a Ibase line 19` 19, .that is, the center of the rib formed by the joined flanges of ad'acent channel shapes 15 and 16 of panels A and B. This base line preferably extends from end to end of the vessel but may be of less extent. if desired. Since channel shapes vary in width, that is. il' channels' of twelve inches in Width are ordered, the delivered product may vary from one-sixteenth to one-half inches or more, due to variations in the temperature of the rollers during their manufacture, it

may result that -channel shapes 20, 21 and' 22 which` make up a panel C which abuts upon panel A will cause panel C to be wider than A; for example. three-fourths of an inch or more or less. Likewise, channels 23, 24 and 25 which make up panel D may causer panel D to be narrower than C. Therefore, Ibring the abutting panels A and Cto line up as respects one lateral edge, that is, 'to coincide with or rest upon the base line 19,

19. Likewise abutting panels B and D are l caused to line up as respects one edge', that 1s, they are caused to rest upon base line 19, 19. This disposition of the channels adds together all the discrepancies in their .width upon one side of the panel, which they form,that is, upon the side opposite the base 19. 19. Similarly all abutting panels l as E which? lie in line longitudinally of the hull with panels A and are brought to bear upon the base 19, 19 as respects one lateral edge of said panels, and so with one lateral edge of panels which lie in line longitudinally with the hull with panels B and D,-each being brought to bear upon the base line` 19,19. Obviously this arrangement permits, and is preferable, these-panels t0 be disposed with their butts 26, 27,28 in staggered relation, thereby assuring great-cr strength to the structure. 31 are secured together as respects' their flanges to form panel F and channel shapes 32, 33 and 34 are secured together to form panel G. These panels may have as abutting anels (see Fig. 8) H and I, respectively. vn this instance, however,`the panels F' and H have one lateral edge abutting upon channel 35 which we will assume is exactly twelve inches in width. Likewise channel 36 which abuts upon channel 35 is exactly twelve inches in Width, and all channels in linc- Channels 29 and i nel 35 and its aligned channels. Upon this channel base ypanels F and H are caused to bear as r ects one lateral edge, while panels Gr' and are likewise caused to bear non-contacting) panels as B and F, the uneven line of the anges of abutting channels makes no difference for the reason that a sufficient overlappin is provided in these take-up connector c annels 37 to constitute a completely covered oint throughout the length of the hull or so ar as the same is caused to extend. A filler 39, which may be of wood, is preferably inserted in the takeup connector channels 37, 38, etc., which prevents the rivets from being exposed to the water and affords a bumper on the bot.- tom. Similarly, a take-up connector channel 40 and its aligned channels is caused to connect the lateral edge portions of panels dis osed on each side amidship.

uch is the construction of the bottom'. A modiied form of such take-up connector means is shown in Fig. 12, where a plate. 41 is disposed to so function.y Obviously, instead of the panels above described being made up of three channel shapes, two or four or other desired number. might be so grouped. Also instead of having the base consist of one channel width, as channel 35, it might be two or more (see Fig; 5 for this modified arrangement) such as channels 42 and 43 and their abutting channels -44 and 45, respectively. The channels in line forming such a base must be selected of the same Width and their butts 46, 47 and 48 arepreferably disposed in stiggered relation. Upon this base, panels J, L and M may be mounted as illustrated. Manifestly this arrangement of the panels and bases provides forany desired width and desired degree of staggered butts. Relative the sides of the hull: the channels 49, 50, 51, 52, 53, 54,55, and 56 may be disposed in panels 0N,

-O and P with take-up connector channels 57 ,58 and 59, which may be lled with woodv and may serve as fenders 60 and cover the rivets thereunder.

The deck may be formed of panels Q, and

. R and their aligned panels with preferably take-up means in the form of plates 61 v and 62. Channels 63 and 64 and their longitudinally aligned channels may function as bases upon which said panelsmay bear. A bilge plate 65 may flange-removed ma serve to connect panels Q, and P through take-up connector chan- ]'oin the' lateral edges ofV panels A and Nand a channel 66 with one nel 59. Therefore, ample take-up connector means is provided for the sides inasmuch as discrepancies may be absorbed both by the plates 65 and 59, as well as the intermediate take-up connector panels 57 and 58.

This ample take-up provision for the sides is important because it is the sides of the scow especially that areparticularly subjectto injury arising by reason of rannning by the tugs which serve to move `the scows about, or by being jammed against the wharves by waves. Provision is thus made for their ready repair in that the damage panelsmay be quickly removed and a new panel easily tted in place, owing to the take-up latitude'provided v011 both sides of the said panels. Fig. 11 shows in plan such a disposition of panels such as U, V, W and 'hence the time required for such repair may be made relatively very short at the time of such repairing. Since the number of channels from; which selection may be made to obtain a specific width of panel, may be very limited as contrasted with the situation at the time of construction, the provision for Wide latitude in the take-up means is imporvtant and eliminate the necessity of such exact selection. Repairshops or yards in ports distant from the home port, that is, repair` shops generally, maybe employed to make the repairs. In other Words, my invention in employing channel sha es does` not involve a hull construction wlhich will require especially equipped shops to make repairs,

-but I cause my channel hull construction to be of a character -to meet practical requirements and operating conditions.

One of the .great advantages of a steel or metal constructed scow as contrasted with a wooden constructed scow is the small upkeep charge,

and therefore it is necessary in providing a hull structure formed of channels to 'have the same economically repaired if this advantage of steel or metal construction is to .be retained.

Not only do the channels 57, 58 and 59 function as take-up connector means, and asfender housings but in making provision for the fenders, special local strength is provided. This is important because the fender is designed to receive the blows incident to operation. This local strength is afforded herein by groupin the flanges, four in number, 88, 67, 68 an 69, to oppose any blows sustained by the fenders and to distribute the same over a considerable portion of the hull whereby great local strength obtains throughout the length of the fender. In Fig. 2 a modified form of side construction is illustrated, wherein plates 70 function as take-upconnector means. In Fig. 3 another modified form of side construction is illustrated'wherein the bilge plate 71 conssts of a curved channel and likewise the plate 72 which connects the side and deck may be a curved channel. This form ot bilge is made possible by reason ot the in-4 termediate take-up connector means (11sposed between the side deck and bottom panels. Butt straps 73 may be the means to join lthe end portions of abutting panels or channels and the relation of said straps to the take-up connector means is shown in Fig. 13. Theend ofthe strap 73 stops short of the said connector means 37. f

Upright braces 7 4 may be securedl at their end portions to transverse framing members 77 and 75. Transverse framing -or truss members may be provided as by plates 75 notched at 76, if desired, to receive the inwardly directed flanges of the channel shapes in the bottom, and similarly disposed plates 77 and 78 inthe sides and under the deck may further constitute said transverse framing means. vCorner plates 79 serve to `unite these plates at their end portions. Diagonal braces 80 are preferably provided to strengthen the transverse framing. The

plates 75, 7 7 and 78 may bev angle or channel shapes. Figs. 10 and ll2 are modified forms illustrating how y longitudinal framing or truss members may be provided at such `ered are not necessary, lthe take-u points athwartship as may be desired. Longitudinalframing members 81 and 82, which may` be angle members, may be disposed along the bottom and deck, respectively, and these joined by diagonal braces 83.

The modified form ofhull contour shown in Figl 8 illustrates how rectilinear lines in the contour of the hull transversely considconnector means 84, 85 and 86 making 1t possible to provide a shaped or curved hull. The take-'up connector means 85 is preferably of a channel type to provide a mounting for a bilge keel 87.

In View of the explanation of the operation of the hull structure embodying my invention having been set forth in the above description ot its construction, no further detailed statement will be made. Summarily, let it be noted that the panel construction hereiny set forth provides for adding together the discrepancies in width 'of the individual channel shapes composing the 'panel and disposing this accumulated discrepancy along one lateral edge of the panel, the other panel edge bearing upon 4a base which may be either aline or a channel, the

ltake-up connector plates rendering the i discrepancies immaterial as explained herein above. -This obviates theuse o'f liners or f come from the mill, .since the variation in.

width' ot the channels may vary from onesixteenth to' one-half inch or more. My panel construction, however, herein setforth overcomes the diliiculty without liners and provides for economical construction, as Well as large scale production.

Manifestly the panels in the deck .and bottom may be caused to extend transversely of the hull, if so desired, and'in the sides they may extend vertically; or longitudinally in the deck and bottom and vertically in the sides. Such is the latitude provided by my invention for .hull `construction of.

panels, that this is a matter of choice. The preferred .forms for a scow structure are herein illustrated.`

Furthermore, the great advantage in ref pairing afforded by my panel construction `overcomes one of the great objections to the use of channel shapes, because obviously the securing of channels'of exactly the right width to fit into'a' damaged section would involve keeping a large stock of channels of different width and carefully assortin these, all of which expensive handling and selecting is precisely what characterizes the use of flat plates in' hull construction and constitutes a large cost item.in iat plate construction. Economyof construction and use is one of the primary reasons and re. quisites for adopting channel shapes as the construction unit. The ianges of the channels maybe secured together in any desired manner, riveting, boltlng or welding. Finally, my invention provides for the arranging of the, butts in staggered relation, which constructiony is preferred to provide strength..

Obviously changes may be made in the forms, dimensions and arrangements of the parts of my invention without departing from the principle thereof, the above setting forth only preferred forms of embodiment.

I claim:

1. A hull structure formed of channel shapes, `said shapes in part at least being assembled in `panels of varying widths due to variations in the widths of the channels themselves, and connector means between adjacent panels coverin lthe space incident to such variation in wi ths. v

2. A hull structure, the exterior` wall of which is formed of channelshapes assembled in part at least in panels of varying Width, said panels being disposed in staggered relation, and connector means for the lateral edge portions of adjacent panels as respects one side of said. panels.

3. A hull structure, the exterior Wall of which is formed of channel shapesF assembled in part at least in panels of varying Width, said panels being disposed in staggered relation, and connector means for the lateral edge portions of adjacent panels as respects one side of said panels, the other edge portions of saidadjacent panels each being disposed, in coincidence with; a base line extending throughout the ships length.

4. Ahull structure, the exterior wall of which is formed of channel shapes assembled in part at least in panels of varying width, said panels being disposed in staggered rela tion; connector Omeans for the lateral edge` portions of adjacent panels in the bottom as respects one side of said panel; channel connector means for the lateral edge portions of adjacent panels in the hull sides as respects one side of said panels; and fenders mounted in said channel connector means.

5. A hull lstructure havin the hull exterior walls, bottom and' si es. formed of channel shapes assembled in part at least in panels of varying width, said panels being isposed in staggered relation, said sides and bottom' being in spaced relation; a bilge plate extending from bow to stern connecting said sides and bottom; and connector means for the lateral edge portions of adjacent panels as respects one side of said panels. .Y

6. A hull structure havin terior Walls, bottom and si es, formed of channel shapes assembled in part at least in panels of varying width, said panels being disposed in staggered relation, said sides v and bottom being in spaced relation; a bilge plate extending from bow to stern connecting said sides and bottom; and connector means for the lateral edge. portions of adjacent panels as respects oneside of said panels,- theV other edge portions of said adjacent panels both in bottom and sides being each disposed in coincidence with'a base line extending throughout the ships length;`

In Witness whereof, I hereunto subscribe llny name this 7th day of January A. D.,

n ROBERT ELWOOD ELLIS. t

the hull exi 

